360 GB SM

Maintenance/repair
Electric Pallet Truck

T 18 / T 20 - Type 360
LDC Control ( from 09/97 )
10/99
This maintenance/repair manuals is intended as guidance for the work of FENWICK-LINDE technicians.
It remains the property of :
FENWICK-LINDE - 1, rue du Mal de Lattre de Tassigny - 78854 Elancourt Cedex - Saint-Quentin en Yvelines
MAINTENANCE / REPAIR
10/99
CONTENTS
5 T 18 / T 20 - Type 360 electric pallet truck . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
5.2 Drive - Transmission . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1

5.2.1 Technical description of the HFD 80 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
5.2.2 Technical characteristics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
5.2.3 Name plate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
5.2.4 Characteristics of name plates . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
5.2.5 Changes to the reducing gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
5.2.6 Drive belt . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
5.2.6.1 Identification of Hutchinson belt . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
5.2.6.2 Fitting the belt . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
5.2.6.3 Checking the tension, Continental belt . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
5.2.7 Braking control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
5.2.7.1 Checking the braking . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
5.2.7.2 Adjusting the brake control lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
5.2.7.3 Adjusting the tiller base microswitch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
5.2.7.4 Adjusting the position of the cam . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
5.2.7.5 Replacing the lever and the spring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
5.2.8 Drum brake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
5.2.8.1 Checking the condition of the brake linings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
5.2.8.2 Replacing the brake shoes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
5.2.8.3 Replacing the entrance seal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
5.2.9 Repairing the bottom part . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
5.2.10 Replacing the drive unit pivot . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
5.6 Electrical equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
5.6 LDC Variable speed drive unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2

5.6 Type 360 LDC Variable-speed drive unit panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
5.6 Introduction - Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
5.6 Linde testing unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
5.6 Logic circuit / Electrical diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
5.6 Power to 1A1 logic circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
5.6 Lifting of direction-of-travel contactors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
5.6 Pulse control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
5.6 Current check / Tiller in vertical position . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
5.6 Check on electrical braking by direction of travel inversion . . . . . . . . . . . . . . . . . . . . . 8
5.6 Safety check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
5.6 LBC Braking . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
5.6 Regulation and checking of speed sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
5.6 Power circuit diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
5.6 Power circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
5.6 Tiller safety control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
5.6 Regulation of variable-speed drive unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
5.6 Accelerator / Potentiometer / View of electronic card . . . . . . . . . . . . . . . . . . . . . . . . . . 16
5.6 Potentiometer test / Test of microcontacts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
5.6 Voltage check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
10/99
5.6 Measurements with respect to battery negative . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18

5.6 Measurements with respect to battery positive . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
5.6 Sequence of operations for corrective maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . 19
5.6 Testing of safety circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
5.6 Fault-finding with the 25-pin measuring unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
5.6 Electrical diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31
FENWICK
Section 5.2
MAINTENANCE / REPAIR Page 1
5.2 DRIVE - TRANSMISSION
5.2.1 DESCRIPTION OF THE HFD 80
The HFD 80 series reducing gear is a unit with spur gears and a belt with an incorporated accumulated
spring-operated brake. This reducing gear is installed on tiller-steered industrial vehicles. The transmis-
sion concept is characterised by the motor arranged horizontally above the drive wheel and the drive unit
pivot. The first train is a belt drive, the second with a spur stage. The reduction ratio can be chosen by
means of the belt drives drive pulley. The output wheel, which serves as a brake drum simultaneously, is
placed on the pulleys shaft. The accumulated spring-operated brake is incorporated with the output
wheel. The drive torque arrives at the drive wheel via a shaft connected to the spur trains output wheel.
The vehicle is then braked when the tiller is in the rest position. The brake is released by operating the
tiller. The vehicle can then be moved.
DESCRIPTION OF THE REDUCING GEAR:
1 Reducing gears case 7 Cover

2 Electric motor 8 Drive wheel
3 Drive pulley 9 Brake control
4 Drive belt 10 Swivel bearing
5 Brake drum 11 Tiller base (not part of the HURTH supply)
6 Belt tightener
FENWICK
Section 5.2
Page 2 MAINTENANCE / REPAIR
5.2.2 TECHNICAL CHARACTERISTICS
Type: HFD 80 .; HFD 80/1 ; HFD 80/2

Max. drive power: 1,2 Kw
Max. load on wheel: 800 Kg
Permanent torque: 140 Nm
Primary reduction ratio motor pulley/brake pulley (belt) : 11/3 = 3,7

Secondary reduction ratio brake pulley/wheel shaft: 76/11= 6,9
Total reduction ratio: 76/3 = 25,33
CAUTION:
- The second reducing gear train (pinions) is lubricated for life.
- The pulleys (3) and (5) are in cast iron, consequently the condition of the top of the
Vee teeth must be examined carefully when dismantling or checking.
- Replace any damaged pulley.
5.2.3 NAME PLATE
HFD 80
10 09/1993
First appearance of the reducing gear plate
Type of reducing
gear
HFD 80/1
1022 01/97
Serial number
Year of manufacture
FENWICK
Section 5.2
5.2.4 CHARACTERISTICS OF NAME PLATES
The letter X stamped after the serial number indicates the presence of a seal holder ring screwed onto the
reducing gears cover providing the sealing of the bottom part (pinions), as well as the replacement of the
brake pulley. This modification (SI 303/95) avoids the risk of oil getting into the brake. From reducing gear
n 4150 onwards, this modification is carried out in the factory.
HFD 80
481X 02/1994
Trucks supplied since 14/10/96 are either modified in the factory with the new ringed brake lever (preventing
seizing), in this case the reducing gears serial n is followed by the letter M, or equipped with a reducing
gear with a n greater than 24604. (SI 313/96).
HFD 80
......M 11/1996
The letter V added behind the reducing gears serial number indicates that the reducing gear has a
(brown) viton sealing ring which is more temperature resistant and therefore more resistant to oil leaks
from the bottom part (pinions). (SI 304/97).
HFD 80
.......V 01/1996
FENWICK
Section 5.2
5.2.5 CHANGES TO THE HFD 80 ON TYPE 360 TRUCKS
Serie D E F
Year 1993 1994 1995
Type HFD 80 HFD 80 HFD 80

09/93 : 12/94 : 11/95 :
start of production. new seal holder ring + case reinforced on the
new brake pulley. two tiller hinge pin lugs.
Serie G H J
Year 1996 1997 1998
Type HFD 80 - 80/1 HFD 80/1 HFD 80/1

03/96: 04/97: 03/98:
new injection-moulded new (brown) viton new brake drum with oil
case. sealing ring. deflector.
new brake drum. 07/97: 07/98:
case cover with new sealed tiller new Hutchinson drive
incorporated seal. microswitch. belt.
10/96:
new ringed brake
control lever.
360
FENWICK
Section 5.2
5.2.5.1 CHANGES TO THE HFD 80 ON TYPE 379 TRUCKS
Serie F G H
Year 1995 1996 1997
Type HFD 80 HFD 80 - 80/1 - 80/2 HFD 80/2

10/95: 03/96: 04/97:
start of production. new injection-moulded new viton sealing ring.
case. 07/97:
new brake drum. new sealed tiller
case cover with microswitch.
incorporated seal.
08/96:
new braking spring
specific to 379.
10/96:
new ringed brake
control lever.
Serie J
Year 1998
Type HFD 80/2

03/98:
new brake drum with oil
deflector.
07/98:
new Hutchinson drive
belt.
379
FENWICK
Section 5.2
5.2.6 DRIVE BELT
5.2.6.1 IDENTIFICATION OF HUTCHINSON BELT (FROM 06/98 ONWARDS)
7 245 hutchinson
7 245 FAB. EN
POLY.V FRANCE
7
7
245
245
hutchinson
POLY.V
FAB. EN 12J 714
FRANCE
On L 10 / L 12 type 379 stacking trucks a stronger drive belt is fitted.

On T 16 / T 18 / T 20 type 360 pallet trucks a stronger drive belt is fitted.
- This new belt has a longer lifetime and no longer requires retensioning (retensioning operation
after 500 hours eliminated).
- Its tightener (4) is also modified (wider than with the CONTI belt).
This modification has been implemented in mass production since the end of June from HFD 80/2 reducing
gears n 42020 on 379 stacking truck J 07316612.
This modification has been implemented in mass production since the end of June from HFD 80/1 reducing
gears n 44379 on 360 pallet truck J 07341618.
5.2.6.2 FITTING THE HUTCHINSON DRIVE BELT

Estimated time for the operation:

- Removal/refitting of the covers, blocking the truck: 15 to 20 minutes.
- Replacement + adjustment of the belt: 5 to 10 minutes.
Recommended tooling:
- 1 torque wrench for tightening at least equal to 125 Nm.
- An 18 mm socket.
- A 13 mm socket.
CAUTION:
Do not put your hands near rotating parts when the reducing gear is operating.
Also, avoid wearing loose clothing which could get caught in it.
Removal:
The truck must be raised about 20 cm above the ground and then blocked so that the drive wheel can rotate.
- Remove the cases cover from the bottom.
- Remove the screw (1) and the washer (2).
- Undo the nut (5).
- Disengage the retaining pawl (3) so as to bring the belt tightener (4) into the notch 1 position.
Remark: before positioning the belt, check the profiles of the pinion (6) and of the brake drum (7) which
must be free from rust and grease.
FENWICK
Section 5.2
3 4 5
3 4 6 2 1
notch
20
5
notch
14
notch
7 1
- Pass the belt around the drive pinion (6) and the brake drum (7).
- Pre-tension the belt (15 Nm) using a torque wrench with an 18 mm socket, turning the belt tighteners nut
(5) clockwise. The belt tightener (4) compresses the drive belt.
- Bring the thrust washer (2) near with the screw (1) without tightening; caution: there are 3 screw positioning
holes on the case.
- Count the number of notches passed on the stop rack (2).
- Take the corresponding torque to be applied (e.g.: 117 Nm = 14 notches) from the diagram (adjusting the
tension of a new belt).
- Run the motor at low speed (100 to 200 rpm).
- Apply the torque determined by the diagram on the tighteners nut (5).
- Make sure that the screw (1) is not as far as it will go in the oblong hole on the washer (2).
- Then tighten the locking screw (1) of the thrust washer (2).
Torque in Nm to HUTCHINSON BELT TENSIONS DIAGRAM

be applied on
nut (4)
125
121
117
112
108
104
100
95
Tightener
notch
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16
No re-tensioning
FENWICK
Section 5.2
5.2.6.3 CHECKING THE TENSION OF THE OLD CONTINENTAL BELT

(UP TO THE END OF 1997).

- Removal/refitting of the covers, blocking the truck: 15 to 20 minutes.

- Adjustment of the belt: 5 minutes.
- Same as HUTCHINSON belt fitting operation.
CAUTION:
before beginning the operations, make sure that the current is no longer reaching
the drive motor.
- The truck must be raised about 20 cm above the ground and then blocked so that the drive wheel can
rotate freely and so that the cases cover can be released from the bottom.
- Remove the screw (1) and the washer (2).
Remark: the profiles of the drum (7) and pinion (6) must be free from rust and grease.
- Note the notch in which the retaining pawl (3) is housed. Example below: notch 14.
- Refer to the diagram to determine the tightening torque to be applied on the screw (5).
For our example:
- the re-tensioning curve is used, given that our belt is not new; notch 14 corres
ponds to a tightening torque of 38 Nm.
- Re-tension the belt using a torque wrench and the 18 mm socket, turning the nut (5) of the belt tightener
(4) clockwise.
- Fix this setting by tightening the screw (1) provided with the washer (2) to the torque of 23 Nm.
- Refit the cases cover. Tightening torque for the two fastening screws: 10 Nm.
Frequency of checking:
- after the first 50 hours of service and then every 500 hours.
3 4 5
3 4 6 2 1
notch
5 20
notch
14
7
notch
1
FENWICK
Section 5.2
CONTINENTAL BELT TENSIONS DIAGRAM
torque in Nm to be applied on (5)
(1)
(2)
n
sio
l ten
ia
init ing
s i on
ten
re-
tightener (4) notch
(1) new CONTINENTAL belt

(2) CONTINENTAL belt in service
FENWICK
Section 5.2
5.2.7 BRAKING CONTROL
DESCRIPTION:
1 - tiller cam adjusting screw

2 - tiller cam
3 - control lever
4 - microswitch fastening screw
5 - tiller base microswitch
6 - adjusting screw
7 - lock nut
8 - eccentric lever
9 - lever locking screw (8)
10 - brake spring
5
6
7
8
10
FIG. 1
FENWICK
Section 5.2
5.2.7.1 CHECKING THE BRAKING

Cut-out
+ brake
n
io
at
er
Op 2
+ brta- o u t
ke
FIG.2
Cu
Reminder:
Releasing the tiller, the truck is braked progressively. This braking depends on the position of the tiller in
operating zones 1 and 2 (see Figure 2). Since the brake is not used during normal operation, the shoes
are not subject to heavy wear.
5.2.7.2 ADJUSTING THE BRAKE CONTROL LEVER (8)

The estimated time for the operation is: 5 minutes, blocking and removal of covers not
included.

- Undo the lock nut (7).

- Tiller in working position; tighten the screw (6) until the lever (8) forces the shoes on the drum
(brake pulley locked).
- Undo the screw (6) 3 or 4 turns until the brake pulley rotates freely.
- Retighten the lock nut (7) and fix this setting with a drop of varnish.
- Operate the tiller in the top and bottom positions; check that the truck brakes correctly.
5.2.7.3 ADJUSTING THE TILLER BASE MICROSWITCH (5)

The estimated time for the operation is: 5 minutes, blocking and removal of covers not

included.
Operation:
When the tiller is in the top or bottom position (braking), the microswitch is actuated, limiting the drive
motors voltage.
When the tiller is in the running position, the microswitch is freed, permitting full drive motor voltage and
operation of the hour counter.
FENWICK
Section 5.2
5
Fitting of the old Fitting of the new BURGESS
microswitch. microswitch.
1
2
2 2 3
1 2
3 1
3
Note : The tiller base microswitch is connected on terminals 1 and 2 (normally-closed contact).
Adjustment:
- In order to obtain the drop-out point of the microswitch (5), put the tiller at the beginning of the brake
release zone.
- Undo the screws (4). Position the microswitch (5) in order to find its switching point. This switching point
can be detected by ear or with an ohmmeter (recommended).
- Retighten the screws (4) correctly and check the operation without a load, with the truck on blocks.
5.2.7.4 ADJUSTING THE POSITION OF THE CAM (2)
- Adjustment is carried out in the factory; in principle do not touch it.
Adjustment after dismantling:

- Undo the adjusting screw (1).
- Position the cam (2) so as to obtain braking in the two extreme zones, tiller up or tiller down
(see section 2.2.7.1).
- Retighten the adjusting screw (1).
CAUTION:
it is essential for this cams locking screw (1) to be fitted using LOCTITE 243.
FENWICK
Section 5.2
5.2.7.5 REPLACING THE LEVER (3) AND THE BRAKE SPRING (10)
11 3
10
4
5
6
8
9
FIG. 1 4 mm rod

Estimated time for the operation: 60 minutes.

Recommended tooling: - a 4 mm rod (Allen pin-drift).

- a 6 mm torx key.
Remark: If the truck is no longer braked, the seizing of the pin (11) on the lever (3) may be the
cause.
In this case it is necessary to replace the complete lever as well as the brake spring.
Removal:
- Remove the belt cover (to be taken out from underneath).
- By sloping the tiller, tilt the brake lever (1) and lock it in the spring compressed position using a 4 mm
diameter rod (see Fig. 1).
- Remove the safety microswitch (5).
- Remove the brakes adjusting screw (6), marking its setting beforehand.
- Use a felt pen to mark the position of the lever (8) fitted on the brake cam.
- Undo the locking screw (9) of the lever (8), and push the lever towards the right with a screwdriver in
order to release it from the splines (the lever remains on the pin).
- Remove the brake control cam (2) (the 2 screws are fitted using Loctite, hit the heads to facilitate
loosening).
- De-tension the tiller return cylinder.
- Drift out the tiller pin. Replace it with a rod or a screwdriver.
- Put a 15 mm open-ended spanner at the end of the brake lever. Press down a little. Take out the 4 mm
locking rod, then let the lever go up again gently in order to release the spring (10).
FENWICK
Section 5.2
Removal (continued):
CAUTION:
the spring (10) is compressed at 250 N, make sure that the purchase on the lever
and the wrench is good, do not face the spring.
- Take out the spring (10) and its guide.
- Put the pin-drift in through the 7.4 mm hole to the right of the case and chase out the pin (11) of the brake
lever by hitting it with a hammer, hold the tiller between your legs, take out the lever and its pin.
Refitting:
- Fit the new ringed lever equipped (3) with its roller with a new pin, push the pin (11) in from left to right,
grease when fitting.
- Lock the pin (11) with 2 centre punch blows on the case.
- Put the spring (10) and its guide back into the case.
- Compress the spring by operating the lever with the 15 mm spanner, put in the 4 mm locking rod.
CAUTION: powerful spring, perform this operation correctly.
- Reposition the brake lever (8) on the cams pin, in order to push it back properly, wedge the brake cam
with a screwdriver passed inside the drum; tighten the torx locking screw (9).
- Refit the brake adjusting screw (6) in its initial position.
- Refit the tiller pin and refix the control cam (2). Secure the screw (1) with Loctite.
- Take out the 4 mm locking rod, slightly compressing the spring with the 15 mm spanner.
- Operate the tiller in order to check the operation of the brake control. Adjust the adjusting screw (6) if
necessary.
- Refit the microswitch (5). Adjust its position (microswitch actuated, tiller at rest, opens just after brake
release).
- Refit the belt cover and the flexible cover.
- Reposition the cable guide and reconnect the cables on the panel.
5.2.8 DRUM BRAKE
FIG. 1 FIG. 2
Inspection plug
Brake drum without oil deflector Brake drum with oil deflector (from 03/
(up to 02/98) 98 onwards)
FENWICK
Section 5.2
5.2.8.1 CHECKING THE CONDITION OF THE BRAKE LININGS (FIG. 3)

Estimated time for the operation: 2 minutes.

Check on old model (without a deflector up to 02/98 - Fig. 1):
- Remove the belt cover (1).

- Check the condition of the linings (3) through the 3 holes (2) in the brake drum (7).
2
3
7
Check on new model (with an oil deflector from 03/98 onwards - Fig. 2):
- Remove the belt cover (1).

- Undo 1 of the 3 inspection plugs (4).
- Turn the drum (7) so as to check the condition of the linings (3) through the plugs housing.
- Seal the inspection housing by refitting the plug (4), having previously coated its thread with Loctite 241
(weak locking compound).
4
3
7
FENWICK
Section 5.2
Min. thickness: about 1 mm
Remarks: This check makes it possible not only to inspect the condition of the linings but also to detect
hydraulic leaks.
Note:
The brake shoes must be replaced if:
- The lining is only 1 mm thick
- The lining is glazed
- The lining is worn more on one side than the other.
If the linings are greasy, it is necessary:

- To replace the brake shoes (see section 2.2.8.2)
- To fit a new drum
- To replace the viton entrance seal (see section 2.2.8.3)
5.2.8.2 REPLACING THE BRAKE SHOES

Estimated time for the operation: 20 minutes (excluding removal of covers and drive unit).

pin socket old 80 dia. extractor new 80 and 100 dia. extractor
ref. 003 941 90 00 ref. FM 8 105 993 ref. FM 8 107 385.
Removal: This operation requires the truck to be blocked 20 cm above the ground or more if possible,
facilitating access to the drum.
Remark:
On 379 stacking truck, the removal of the drive unit is necessary. This operation is carried out by undoing
the jibs 4 screws.
FENWICK
Section 5.2
3 4 2 1 5 6 7 8 9 10
FIG.1 FIG.2
- With the truck switched off and the batteries disconnected, the belt can be removed.
- Take out the screw (1) and the washer (2) on the belt tightener (4).
- Lift the pawl (3) and push the tightener (4) back.
- Take out the belt.
- Undo the castle nut (5) using the special socket reference 003 941 90 00 (tiller in braked position).
- Release the brake drum and keep it in this position using a 4 mm dia. pin-drift or a 4 mm Allen key (see
Fig. 1 section 2.2.7.5).
FIG.3 FIG.4
- Use the extractor FM 8105993 or FM 8107385 to remove the drum without a deflector (see FIG. 3),
positioning the extractors 3 legs in the pulleys slots.
- Use the common extractor FM 8107385 to remove the drum with a deflector (see FIG. 4).
- Remove the 2 springs (8) with pliers with half-round tips.
CAUTION:
do not face the springs.
- Remove the shoes (9).

- Take out the seal (7).
FENWICK
Section 5.2
Refitting:
- Scrape the splines on the shaft (10) as well as the keys on the brake drum to remove the Loctite.
- Clean the drums wearing surface with a solvent which meets workshop standards.
- Before centring the shoes on the reducing gear, it is necessary to assemble them with the 2 springs (8)
and to put the pin (11) and the pivot (12) on (Fig. 5), positioning them thus in their housing.
- Fit a new O-ring (7) and coat the splines of the brake pulley (6) with LOCTITE 270.
- Position the pulley (6) as far as it will travel, and be sure to wipe off the excess LOCTITE 270.
- Re-brake the drum by releasing the pin-drift (Fig. 4).
- Screw on a new castle nut (5) and tighten it completely to a torque of 30 Nm.
- Check the operation of the brake by operating it several times.
- Refit the drive belt in accordance with the indications in section 2.2.8.2 (fitting the belt), giving it the
correct tension depending on whether it is a CONTINENTAL or HUTCHINSON belt.
11 8 8 12
123
123 123456
123456
123
123 123456
FIG.5
Note:
If oil has contaminated the brake linings, replace the entrance seal and the brake drum (see section
2.2.8.3).
CAUTION:
Cleaning products, especially if they are harsh, must not come into contact with the
skin; do not drink them and do not inhale their vapours. Wear gloves and goggles.
Wash off immediately with large quantities of water if product has splashed on the skin.
Send for a doctor if cleaning product has been swallowed inadvertently. Take account
of accident prevention instructions.
FENWICK
Section 5.2
5.2.8.3 REPLACING THE ENTRANCE SEAL
5.2.8.3.1 REPLACING THE ENTRANCE SEAL ON HFD 80 REDUCING GEAR

(UP TO 02/96)

The estimated time for the operation is:

Operation to be carried out following the check in section 2.2.8.1.
Removal:
- Remove the 2 brake shoes (see section 2.2.9.2).

- Take out the 4 fastening Allen screws (1) on the seal holder (2).
- Remove the seal holder (2) and the old lip seal (4).
Refitting:
- Grease the new 0-ring (3) lightly and put it in place on the cover (4).
- Fit the new seal holder (2) equipped with the latest brown viton seal (4).
- Grease the inside of the lip of the seal (4).
- Lock the 4 Allen screws (1) with LOCTITE 243. Tighten to a torque of 9.5 Nm.
- Grease a new O-ring (5) and fit it on the splined shaft.
5 1 2 3
4
FENWICK
Section 5.2
5.2.8.3.2 REPLACING THE ENTRANCE SEAL ON HFD 80/1, HFD 80/2 REDUCING GEAR
(BRAKE DRUM WITH OR WITHOUT A DEFLECTOR - FROM 03/96 ONWARDS)

The estimated time for the operation is: 10 minutes.

Operation to be carried out following the check in section 2.2.8.1.
Removal:
- Remove the 2 brake shoes (see section 2.2.9.2.1).

- Take out the seal (4) with a nail.
Refitting:
- Grease the lip of the latest new viton seal (4).

- Fit the seal (4) delicately in the cover (6), with the lip towards the reducing gear.
- Grease a new O-ring (5) and fit it on the splined shaft.
1 3 1 2 3
Fitting a seal holder without a deflector
1 3
Fitting a seal holder with a deflector

FENWICK
Section 5.2
5.2.9 REPAIRING THE BOTTOM PART
12
11 1
10 2
9 3
7
4
5
CAUTION: repairing the reducing gear is a very tricky operation. It requires special-
purpose tooling.

The estimated time for the operation is: 2 hours 45.

Tooling: - 1 mechanical or hydraulic extractor (pinion removal) > 12.5 T

- 1 hydraulic press with a minimum capacity of 10 tonnes
- 1 89-30 torx key
- 1 FACOM U20 extractor (bearing removal).
Ingredients: - MICROLUB reducing gear oil index 00 (0.075 l i.e. 75 cm3 )

reference FM 8106815
- glycerin
- sealing compound (cover)
- bearing grease
Removal:
- Put the truck on blocks and drop the drive unit.
- Remove the tiller arm.
- Separate the wiring harness from the drive unit.
- Remove the brake drum and linings.
- Undo the 14 screws (6) (89-30 torx key and 6 mm Allen key) on the cover (7).
- Unstick the cover (7) without taking it out or marking it.
- Remove the cover (7), releasing the pin on the driving pinion (10).
- Clean the mating face of the case (11).
FENWICK
Section 5.2
Removal (continued):
- Extract the pinion (5) using the extractor with a capacity > 12.5 T (caution: 1% cone).
- Chase out the wheel shaft (1).
- Remove the circlips (4).
- Extract the bearing (3) from the outside using a pin-drift.
- Extract the remaining part of the bearing on the wheel shaft (1).
Extractor to be produced locally
F F = 12,5 T
1
5
4
11
Refitting:
Remark:
- If there are removal marks, polish the housing of the wheel shaft bearing carefully using emery cloth.
- If there are scratches or detached metal on the cone of the pinion (5) and the wheel shaft (1), replace the
marked part.
Verification of the dimensions of the cone, essential before refitting:
- take the assembly dimension of the pinion (5) / wheel shaft (1) when cold as below.
- this dimension indicates to us the good condition of the coupling cone.
max. dimension: min. dimension:

7.5 mm 4.3 mm
Pinion placed horizontally on wheel shaft

FENWICK
Section 5.2
- Heat the housing of the case (11) to facilitate the positioning of the new bearing (3).
- Refit the circlips (4).
- Fit the wheel shaft (1) in the bearing (3), having previously greased it.
- Apply a light film of glycerin on the cone of the shaft (1).
- Position the pinion (5) (see Figure 1).
- Apply a pressure of 10 tonnes using a press on the pinion (5) (see Figure 2), wedging the reducing gear
assembly correctly.
- Put the case (11) in the horizontal position.
- Fill the case in this position with a quantity of oil (0.075 l) through the threads of the pinion (5).
- Smooth the white LOCTITE sealing compound reference 7379200111 on the mating face of the case
(11).
- Put on the cover (7) equipped with the complete driving pinion (8, 9, 10). If the cover (7) was deformed
on removal, replace it with a new one).
Remark: - If the driving pinion (10) is replaced, it is essential to change the needle ring (12)
and the bearing (9).
- If the cover (7) was deformed on removal, replace it with a new one.
- Retighten the covers 14 self-tapping screws (6).

- Remove the grease from the surface of the cover (7) completely.
- Refit the brake drum + shoes assembly.
- Complete the drive unit with its accessories and refix it on the truck.
Microlub index 00 (0.075 l) for reducing gear
F = 10 TONNES
5
1
4
11
FENWICK
Section 5.2
5.2.10 REPLACING THE DRIVE UNIT PIVOT
6 1 2 5 7 3 4


- Blocking the truck, removal of covers and cables: 15 minutes.

- Removal of drive unit, jib, extraction of bearing: 60 minutes.
- Assembly and refitting of case - jib assembly on truck: 30 minutes.
- press
- attachment 8 105725 to be fitted on the extractor
8 125016 for extraction of the part item (4)
- Loctite 243: ref. 7379200104
Removal:
attachment 8 105725
CAUTION:
operation to be carried out in the workshop, with the truck on blocks.
Remove the electric cables passing through the cable guide.
- Remove the flexible cover.
- Hold the unit using a strap.
- Remove the 4 screws on the units jib.
- Take the complete unit out of the truck.
- Remove the drive wheel and the drive motor.
FENWICK
Section 5.2
- Undo the centre screw (5) without taking it out.

- Tap on the screw head until the centring ring (1) comes out of the head (6).
- Take out the screw (5).
- Using the extractor 8 125016 fitted with the attachment 8 105725, extract the bottom centring ring (4).
- The jib (3) equipped with its bearing (7) can come out of its housing (6).
- The jib having been freed, extract the race (2) then the bearing (7) using a press.
Remark: risk of damage to the pin (2) during the extraction of the inner race of the bearing (7). Therefore
change it as well as the bearing (7) initially provided.
F1 F1
7 FIG.2
F2 F2
Refitting:
- Use a press to fit the bearing (7) in the inner pin (2), applying the forces according to F1.
CAUTION:
When cold fitting this bearing, it is advisable to ensure that the fitting forces are
applied on the correct race so as not to damage the moving parts and its sealing
rings.
- Use a press to fit the fitted assembly (7) and (2) in its housing on the jib (3) using the forces F2.
- Put the equipped jib in the head (6). (see Figure 1)
- Put the top centring ring (1) in place after having coated its edge with LOCTITE 243.
- Engage the bottom centring ring (4) and tighten the screw (5) to a torque of Cn = 125 Nm.
- Refit the unit on the truck in reverse order of removal.
FENWICK
Section 5.2
Section 5.6
5.6 ELECTRICAL EQUIPMENT
360ldc6.pm6
Section 5.6
LDC VARIABLE-SPEED DRIVE UNIT
microprocessors power transistors
logic circuit
internal electrical
connecting cable
safety
relay
1X1 connector
TYPE 360 LDC VARIABLE-SPEED DRIVE UNIT PANEL
2
5
4
360ldc6.pm6
Section 5.6
INTRODUCTION
The LDC (LINDE DIGITAL CONTROLLER) monobloc variable-speed drive unit, which will be fitted
progressively to the whole range of TNL trucks, is a high-frequency (16 kHz) variable-speed drive unit
incorporating microprocessors and MOS-FET transistors. There are two sections enclosed in the housing:
The power section

Two power values are available for the whole TNL storage range, the LDCA, a 24-V 150-A variable-speed
drive unit and the LDCB, a 24-V 300-A variable-speed drive unit.
The variable-speed drive unit is absolutely identical in trucks of equal power (e.g. LDCA -> T20, L10, L12
etc. and LDCB -> T20S, T20R, N20 etc.).
The control section

The control logic circuit incorporates two microprocessors which enable the following:
- as soon as the variable-speed drive unit is connected to the trucks electrical control harness (1X1
connector), automatic recognition of the equipment type by means of an encoding circuit incorporated
in the trucks electrical harness and consequential adaptation of its parameters.
- mutual monitoring of the operation of the two microprocessors.
- self-test on powering up.
- redundancy in all information for controlling the movement of the truck.
- continuous checking on non-interruption of conductors.
- checking on any faults with the LINDE Testmodul unit (optionally using a PC).
- retaining a fault history in memory.
- changing the automatic regulation (factory settings) of the variable-speed drive unit.
- up to 7 different regulated speeds, depending on the type of equipment.
- an LBC function (regulated automatic braking).
- and a BOOSTER effect function (regulated overcurrent).
Note:The LINDE Testmodul unit gives access to 7 menus, some of which are subdivided into submenus.
DESCRIPTION
- The LDC variable-speed drive unit panel for the type 360 trolley consists of a compact unit (Reference
1) incorporating a MOS-FET power block controlled by a logic circuit that uses two transistors and is it
self controlled by a mid-point potentiometer.
- The braking and freewheel diodes are integrated into the power block.
- A socket (Reference 2) on the panel of the LDC variable-speed drive unit, round in preproduction
models but subsequently standardized as a SAAB 4-pin socket, enables the connection of a LINDE
Testmodul unit.
- A speed sensor at the traction motor tells the logic circuit the speed at which the trolley is travelling. In
the standard version, this speed is limited to 6 km/h (with a special option to increase speed to a
maximum of 8 km/h).
- Direction of travel is reversed by inverting the direction of the current in the armature of the traction
motor by means of two reversing contactors (Reference 3).
- The control circuit is protected by a 7.5-A fuse (Reference 4), the power circuits by a 150-A fuse
(Reference 5) for the traction motor and a 100-A fuse (Reference 6) for the pump motor.
360ldc6.pm6
Section 5.6
LINDE TESTING UNIT

360ldc6.pm6
Section 5.6
NOMENCLATURE
For more efficient fault-finding, we advise that the following parts should be available:
Measuring apparatus:
- The LINDE Testmodul unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 903 605 400

- The special lead fitted with two circular sockets (for preproduction trucks) . . . . . . 0 039 759 000
or
- The standard lead used for 335, 336 etc. trucks . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 903 810 306
- If no LINDE Testmodul unit is available, then at least

- The 25-pin measuring unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 917 299 006
with
- The 25-conductor electrical harness . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 003 810 300
Spare parts:
- LDC-A variable-speed drive unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 903 608 648

- or LDC-B . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 903 608 649
- 7.5-A Control fuse . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 919 086 804
- 150-A Power fuse for traction circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 916 090 932
- 100-A Power fuse for pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 916 090 931
- Potentiometer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 916 400 162
- Right tiller head microcontact . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 915 390 124
- Left tiller head microcontact . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 915 390 123
- One speed sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0 039 460 400
- Tiller foot microcontact . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 915 497 019
Tools:
- Extractor for the tiller head socket . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FM 8 125 362

- Extractor for the control circuit socket . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FM 8 125 368
- Extractor for the hourmeter socket . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FM 8 106 352
360ldc8.pm6
Section 5.6
microprocessors
LOGIC CIRCUIT
flat interconnecting cable
safety relay
1X1 connector
ELECTRICAL DIAGRAM
Programming
unit
360ldc8.pm6
Section 5.6
POWER TO 1A1 LOGIC CIRCUIT
The logic circuit is powered from the battery positive (+24 V) at the lead-in pin (1X1:25), the control fuse
1F3 and the key contact 1S1 (and the contact 1S8 if the charger option is incorporated). The
negative power line comes from the power block on the connector (2X2) connected to the flat interconnecting
cable of the logic circuit.
When power is connected, a stabilized voltage of 9V can be measured at the pins (1X1:6) negative and
(1X1:8) positive. This voltage powers the speed sensor, the encoding circuit, the accelerator potentiometer
and (during checks) the LINDE Testmodul unit.
A voltage of 4.50 V can be measured at the pin (1X1:19) (centre point of the potentiometer).
Note: These voltages can be checked with the LINDE Testmodul unit by opening menus (6+) and (61) in
succession.
LIFTING OF DIRECTION-OF-TRAVEL CONTACTORS
When voltage is applied, a self-test is carried out by the logic circuit. If no fault is detected, the battery
positive is connected to the pin (1X1:14) via the contact of the safety relay K1 to provide positive voltage
to the contactors. The negative voltage for contactors 1K11 or 1K12 is provided by two associated tran-
sistors on the logic card. The transistor chosen depends on the direction of voltage variation at the centre
point of the potentiometer on pin (1X1:19).
- In the direction of the tiller (lifting of contactor 1K12 at 4.10 V with respect to pin 1X1:6).
- In the direction of the forks (lifting of contactor 1K11 at 4.90 V with respect to pin 1X1:6).
Additional conditions are, however, required for the lifting of the contactors:
- Correct battery voltage (+24 V) at pin (1X1:25).

- Correct stabilized voltage of 9 V.
- Presence of negative voltage at pin (1X1:1).
- Presence of battery voltage at pin (1X1:20) by the closure of microcontact 1S2 as soon as acceleration
begins.
- No short-circuit between power pins 1A1 and 2A1.
Note: These voltages and the state of the contactors can be checked with the LINDE Testmodul unit by
opening menus (5), (6+) and (61) in succession.
PULSE CONTROL
The control transistor is driven at a constant frequency of 16 kHz by the logic circuit under the control of
the accelerator potentiometer. A speed sensor on the traction motor provides information about the truck
speed, which is strictly proportional to the position of the accelerator. In the standard version, maximum
speed of the truck is regulated at the factory to 6 km/h (with a special option to regulate speed to up
to 8 km/h).
Speed in the direction of the forks and in the direction of the tiller can be regulated independently of
each other.
There are two options for speed reduction. For the first (LIM 1), the battery negative voltage is cut at pin
(1X1:18); for the second (LIM 2), it is cut at pin (1X1:16).
Note 1: All speeds can be regulated by opening menu (7+).
Note 2: Under some conditions, several speed reductions can be active simultaneously. In this event, the
lowest of the speeds takes priority.
360ldc15.pm6
Section 5.6
CURRENT CHECK
The logic circuit continuously checks the motor current by measuring the voltage at the winding terminals
(U = R . I -> I = U/ R).
The current is regulated at the factory to 150 A (T18 of type 360). A BOOSTER circuit allowing 50 A
overcurrent for 3-4 seconds is provided. This temporary overcurrent allows the trolley to extract itself from
a hole without damaging the variable-speed drive unit or the motor.
Note 1: The terminals must be very well secured at the variable-speed drive unit to prevent erroneous
current values and consequent incorrect operation of the truck.
Note 2: All the various currents (I max, I boo, I lbc....) can be regulated with the LINDE Testmodul unit by
opening menu (71+).
Note 3: When the truck is in motion, the induced current can be checked with the LINDE Testmodul unit
by opening menu (6+).
TILLER IN VERTICAL POSITION
a) The tiller in vertical position (microcontact 1S4 not activated) allows the direction-of-travel contactors to
lift with the current limited to 80 A; the selected direction-of-travel contactor falls again after 3 seconds.
b) If the tiller is lowered after the first phase (a), with the accelerator kept depressed, the truck starts
off again at the speed corresponding to the accelerator position, while respecting the acceleration gra-
dient.
Note: The state of the tiller foot microcontact can be checked with the LINDE Testmodul unit by opening
menu (2) or (4).
CHECK ON ELECTRICAL BRAKING BY DIRECTION OF TRAVEL INVERSION
The current is also checked in the direction-of-travel inversion phase, thus allowing gentle electrical braking.
The LDC variable-speed drive unit has the technical special feature of maintaining a braking couple
proportional to truck speed, which is reflected in operation by a constant deceleration from the start of
braking to the halting of the truck and a start-off in the other direction (if the control is pressed) without
jerking.
Note 1: This advanced technology requires constant monitoring of speed, the armature and inductor
currents, and the position of the accelerator.
Note 2: The maximum power of the electrical braking is preregulated at the factory and cannot be modified,
but can be administered proportionately by the accelerator.
SAFETY CHECK
The drain of the power transistor (pin 2A1) is continuously monitored by the logic circuit (flat multiconductor
cable connecting the power block and the logic circuit). If the transistor is short-circuited, its drain (2A1) is
negative and the logic circuit prevents lifting of the contactors.
CHECK ON TEMPERATURE OF VARIABLE-SPEED DRIVE UNIT
A temperature sensor is placed on the power block: from 0° to 70° there is no reduction in performance;
from 70° to 100°, the current is linearly reduced, to 40% at 100°.
Note: The temperature of the variable-speed drive unit can be checked with the LINDE Testmodul unit
by opening menu (6+).
360ldc15.pm6
Section 5.6
LBC BRAKING
The LDC variable-speed drive unit is fitted with automatic LBC braking the power of which may be
reduced or increased.
There are two ways of activating the automatic braking.
1) If the truck is in motion and the accelerator is released, the electronic circuit commands the lifting of the
direction-of-travel reversing contactor and the truck brakes to a halt.
2) If the truck is stopped on a slope and only the tiller is lowered, the truck descends under its own weight.
The electronic circuit then notes that the truck is moving and arbitrarily commands the lifting of the contactor
1K11 (see -b). If this corresponds to the reverse direction of travel, the electronic circuit keeps it lifted and
the truck brakes to a halt; otherwise, the electronic circuit makes it fall again and instantaneously commands
the lifting of contactor 1K12 so that the truck brakes to a halt.
For braking to be enabled, the following conditions must be met:
- Accelerator at zero, confirmed by a voltage of 4.5 V at pin (1X1:19).

- The tiller in operating position, confirmed by a negative voltage on pin (1X1:22).
- The truck is moving, confirmed by the signal from the speed sensor at pin (1X1:5).
- The direction of travel of the truck is determined by measuring the polarity at the armature terminals,
i.e.:
a) On release of the accelerator a
nd just into the intermediate phase, the direction-of-travel contactor is lifted and pulses begin; the electronic
circuit makes a measurement and determines the direction of travel.
b) If the truck is stopped on a slope and only the tiller is lowered, the truck descends under its own weight.
The electronic circuit then notes that the truck is moving and arbitrarily commands the lifting of the contactor
1K11, measures it and determines the direction of travel.
Note 1: The arbitrary lifting of the contactor 1K11 (for the drivers safety) enables instantaneous detection
of the direction of travel and braking if the truck is moving under its own weight in the direction of the tiller.
Note 2: The power of the LBC braking can be regulated by opening menu (71+) and changing the value
shown on line I LBC:0A, 10A, 20A, .. 50A, .. 80A, 90A, 100A.
Note 3: If the ILBC is regulated to 0, the LBC braking is disabled.
REGULATION AND CHECKING OF SPEED SENSOR
Mechanical regulation: The air gap between the sensor and the blades of the cooling fan must not
exceed 1 mm.
Electrical check, trolley in motion: If the truck is moving, an average voltage of approximately 4 V with
respect to battery negative can be measured at the pin (1X1:5).
When the traction wheel is turned by hand, voltages of 0 V or 8.4 V with respect to battery negative can be
measured alternately.
Note 1: The speed sensor can be checked with the LINDE Testmodul unit by opening menu (6+).
Note 2: If the speed sensor is defective or disconnected, the truck travels but at a reduced speed of
3 km/h.
360ldc15.pm6
Section 5.6
POWER CIRCUIT DIAGRAM
+
1K11 1K12
1K12 1K11
signal from speed sensor

360ldc15.pm6
Section 5.6
POWER CIRCUIT
DESCRIPTION:
The power circuit consists of the following components:
- A compact block incorporating the power transistor, braking diodes and free-wheel diodes.
- A bank of capacitors.
- A set of direction-of-travel reversing contactors, 1K11 and 1K12.
- A 150-A power fuse.
OPERATION:
a) Control:
The power transistor receives a pulse-shaped signal at its gate. The minimum amplitude of the signal is
0 V, corresponding to switch-off of the transistor (T off). The maximum amplitude of the signal is 9 V,
corresponding to full conduction by the transistor (T on). The minimum and maximum signals arrive in
alternation at a frequency of 16 kHz. As acceleration is increased, the length of the off periods (T off) is
reduced and that of the on periods (T on) is increased.
9V
0V
1/16000 of a second
< >
b) Power:
The operation of the transistor can be checked by measuring the voltage between the power pins 1A1
and 1A2. The form of the signal between these points is identical to that of the control signal but inverted
(the presence of the control signal corresponds to an absence of voltage). On the other hand, this signal
is of greater amplitude (0 or 24 V).
Thus, the signal to the power transistor should reduce (from 24 V to 0 V) as the length of (T on) increases.
The speed of the truck is limited to 6 km/h, because the propulsion unit is overcalibrated. The voltage at
the end of acceleration therefore very rarely reaches 0 V with the truck off-load.
battery
voltage
24 V
0V
360ldc15.pm6
1/16000 of a second
< >
Section 5.6
TILLER REAR SAFETY CONTROL
While the truck is in motion, operation of the tiller rear safety control causes the following reactions:
Direction of forks selected:

With the tiller safety contact activated, the truck continues to travel in the same direction at a reduced
speed of 3 km/h until the tiller safety contact is released.
When the tiller safety contact is released, if the accelerator is still depressed, the direction-of-travel
contactors are inverted and the truck undergoes electrical braking from 3 km/h to a halt. Once the truck
halts, the contactor for travel in the direction of the forks is lifted again, the variable-speed drive unit
pulses at minimum and causes the truck to travel at a speed of 0.5 km/h.
Direction of tiller selected:

With the tiller safety contact activated, the direction of travel is inverted, the truck departs in the direction
of the forks at a speed of 3 km/h until the tiller safety contact is released.
When the tiller safety contact is released, if the accelerator is still depressed, the direction-of-travel
contactors are inverted and the truck undergoes electrical braking from 3 km/h to a halt. Once the truck
halts, the contactor for travel in the direction of the tiller is lifted again, the variable-speed drive unit pulses
at minimum and causes the truck to travel at a speed of 0.5 km/h.
Note 1: In both cases, recovery of full traction requires the accelerator to be relaxed to zero and acceleration
then to be resumed.
Note 2: It is possible to check the status of the safety contact by opening menu (2) or (3).
REGULATION OF VARIABLE-SPEED DRIVE UNIT
The LDC variable-speed drive unit is automatically programmed (to the regulation settings that were
predetermined at the factory) when connected to the truck harness. Nevertheless, it is possible to change
these settings for special uses of the truck.
To change these settings, the LINDE Testmodul unit (or a portable PC) is required. The following menus
are opened:
- menu (7+) to adapt speeds as required:

Fork : Maximum speed in the direction of the forks (set at factory to 6 km/h or 8 km/h).
Driv : Maximum speed in the direction of the tiller (set at factory to 6 km/h or 8 km/h).
Lim1 : Limit on speed controlled by input 18 (set at factory to 3 km/h)
Lim2 : Limit on speed controlled by input 16 (set at factory to 3 km/h)
Note : If both speed limits are enabled, the effective speed will be the lowest.
Walk : Maximum speed accompanied by driver and controlled by valves (set at factory to 6 km/h
or 8 km/h).
- menu (71) to adapt new current values:

I stp : Maximum instantaneous current (progressing towards I max )
I max : Limit current.
I lbc : LBC braking current (set at 0 to suppress LBC braking).
Accl : Slope of the acceleration ramp as a percentage.
I boo : Excess current due to BOOSTER effect.
t lbc : Maximum duration of braking or freewheeling before electromagnetic braking action, in seconds.
360ldc15.pm6
TYPE 360 TRUCK CURRENT REGULATION TABLE
ADJUSTMENT RANGE FACTORY SETTING

DESIGNATION FUNCTION
MINIMUM MAXIMUM T 16 T18/20B T 20
I stp Maximum allowed current S2 closed 50 A 200 A 100 A 100 A 100 A

I max Limit current of variable-speed drive unit 50 A 200 A 150 A 140 A 160 A
0A 100 A 40 A 40 A 40 A
I lbc Regulation of LBC braking efficiency
No LBC Maximum LBC No
braking brakinh LBC
Accl Truck response 20 200 140 140 140

Very slow start-up Truck very
responsive
I boo Overcurrent on start-up limited to 0A 50 A 50 A 50 A 50 A
3 seconds No overcurrent Maximum overcurrent
T lbc Maximum period of LBC operation Not used on 360

Page
Section
5.6
13
360ldc15.pm6
360ldc32.pm6
Page
Section
TYPE 360 TRUCK : SPEED REGULATION TABLE
14
5.6
ADJUSTMENT RANGE FACTORY SETTING

DESIGNATION FUNCTION
MINIMUM MAXIMUM T 16 T 18/20 T 20
FORK Truck speed in direction of forks 1.0 -> 6.0 6.0 6.0
Speed 1Km/h Max. speed 6 Km/h
DRIVE Truck speed in direction of tiller 1.0 -> 6.0 6.0 6.0
BUTT Slow walking speed (on back rest) Not used on 360
LIM 1 Speed limit at input 18 1.0 6.0 3.0 3.0 3.0
LIM 2 Speed limit at input 16 1.0 6.0 3.0 3.0 3.0
WALK Truck speed by 1.0 -> 6.0 6.0 6.0
accompagnied driver Speed 1Km/h Maximum speed
RIDE Maximum speed carrying driver Not used on 360

Section 5.6
ACCELERATOR
The accelerator control unit is the same as the new tiller: only the potentiometer (reference 791 640 01
62) is different.
This potentiometer has the special safety feature of a 100-ohm buffer resistor at each end of its power
supply (1X5:6 and 1X5:8) to prevent the truck starting off at high speed if power is accidentally lost.
POTENTIOMETER
6 8
green 100 W 4000 W 100 W yellow
550 W
rotation
7
red
VIEW OF ELECTRONIC CARD
potentiometer horn
lowering
screw
lifting
connector
( 16 strands )
green wire
red wire safety
yellow wire FITTED PRINTED CIRCUIT

bare circuit
360ldc32.pm6
Section 5.6
POTENTIOMETER TEST
Using an ohmmeter, measure the following resistance values. These are approximate.
Between pins 7 and 6 left neutral point right

Resistance 650W 2650W 4650W
Between pins 7 and 8 left neutral point right

Resistance 4650W 2650W 650W
TEST OF MICROCONTACTS
Using an ohmmeter between the pins of the connector, check the closure of each microcontact in turn.
Common point Wire
Horn S5 5 or 10 1
Lifted S7 " " 2
Lowered S3 " " 3
Beginning of FORWARD run S21 " " 4
Beginning of REVERSE run S22 " " 9
Safety S2 Contact closed at rest " " 14
Safety S2 Contact closed 11 14
horn
lowering
lifting
REVERSE
travel green
shunt red Ref. Designation

FORWARD yellow
travel 1B1 Accelerator potentiometer
potentiometer
1Z1 Suppressor diode (1n 4007)
1C1 Suppressor capacitor (0,22 m F 63V)
R1 Suppressor resistor (1KW ±0,5% 1/2W)
S21 Variable-speed drive unit FORWARD starting switch

S22 Variable-speed drive unit REVERSE starting switch
FORWARD safety S3 Tiller REVERSE safety switch
( rest position at C1 ) S5 Horn switch
S6 Lowering control switch
S7 Lifting control switch
1X5 Tiller head connector
maximum current
Connector - view along F
360ldc32.pm6
Section 5.6
VOLTAGE CHECKS
An effective check can be made on the variable-speed drive unit by making direct measurements at the
socket 1X1 of the command module. Depending on the information reaching the circuit, measurements
should be made with respect to the battery positive or negative. All these measurements must be
made with the truck immobilized.
MEASUREMENTS WITH RESPECT TO BATTERY NEGATIVE
Input Battery Key S4 S2 1K11 End forward 1K12 End reverse

checked connected turned operated operated lifted acceleration lifted acceleration
1X1: 3 0V Ub 0 0 / Ub 0 0 Ub Ub
1X1: 5 0V 0 / @ 8,4V 0 / @ 8,4V 0 / @ 8,4V 0 / @ 8,4V 0 / @ 8,4V 0 / @ 8,4V 0 / @ 8,4V
1X1: 6 0V 0V 0V 0V 0V 0V 0V 0V
1X1: 8 0V @ 9V @ 9V @ 9V @ 9V @ 9V @ 9V @ 9V
1X1: 11 0V Ub Ub Ub Ub Ub Ub Ub
1X1: 12 0V 0V 0V 0V 0V 0V 0V 0V
1X1: 15 0V Ub 0V 0V 0V 0V 0V 0V
1X1: 19 0V @ 4,5V @ 4,5V @ 4,5V @ 4,9V @ 8,0v @ 4,1V @ 1V
1X1: 20 0V 0V 0V Ub Ub Ub Ub Ub
At the drain of the power transistor (power pin 2A1)
2A1 @ 2,84V @ 23,3V @ 23,3 V Ub Ub @ 8V Ub @ 8V
NOTE: With the truck immobilized, check that, when the rear safety contact of the tiller S3 is activated,
input 1X1:12 goes positive and the truck moves off at 3 km/h in the direction of the forks until the rear
safety contact of the tiller is released.
MEASUREMENTS WITH RESPECT TO BATTERY POSITIVE
Input Battery Key S4 S2 1K11 End forward 1K12 End reverse

checked connected turned operated operated lifted acceleration lifted acceleration
1X1: 1 Ub Ub Ub Ub Ub Ub Ub Ub
360ldc32.pm6
1X1: 22 Ub 0V Ub Ub Ub Ub Ub Ub
Section 5.6
SEQUENCE OF OPERATIONS FOR CORRECTIVE MAINTENANCE
Before any intervention, the truck must be immobilized in such a way that the drive wheel does not rest on
the ground.
Ohmmeter checks must be made with the battery disconnected.
Any replacement of a component that affects the performance of the traction variable-speed drive unit
should be followed by a check on the correct operation of the variable-speed drive unit, electrical braking,
tiller etc. (dynamically, with the drive wheel resting on the ground) and the safety circuit (with the truck
immobilized). In regard to the latter, proceed as follows.
TESTING OF SAFETY CIRCUIT
- Disconnect the battery.

- With a 1-A fuse, short-circuit the power terminals of the transistor.
- Reconnect the battery.
- Start up the truck: the direction-of-travel contactors must not lift.
- Remove the short-circuit and put into service: the contactors should still not lift (the safety circuit is
blocked).
- Recycle with the switch key.
- The contactors can now lift.
FAULT-FINDING
With the 25-pin measuring unit.
-The direction-of-travel contactors do not lift Test A
-The direction-of-travel contactors lift, the variable-speed drive unit pulses weakly or not at all Test B
-The truck travels at low speed Test C
-The truck travels at low speed and there is no LBC braking Test D
-The truck has no power Test E
-The direction-of-travel contactors lift and descend again after 4 seconds Test F
-The truck brakes abruptly Test G

360ldc32.pm6
Section 5.6
TEST A: THE DIRECTION-OF-TRAVEL CONTACTORS DO NOT LIFT.
Note: Voltages are measured with respect to battery negative.
Check:
- Battery voltage, measured at pin (1X1:25 for positive), the negative passing via the flattened
cable connecting the power block and logic circuit.
- The stabilized voltage of 9V on pins (1X1:6 and 1X1:8).
- The presence of battery voltage at pin (1X1:14), positive supply to direction-of-travel
contactors (presence of voltage after the self-test of the logic circuit).
- The presence of battery voltage at pin (1X1:20) by the closure of the microcontact 1S2 as
soon as acceleration begins.
- The voltage at pin (1X1:19) is 4.5 V with the accelerator idle and approaches @8.0 V at the
end of acceleration in the direction of the forks and towards @1.0 V in the direction of the
tiller.
- Pin (1X1:1) is connected to the negative.
- The power pin (2A1) is not negative.
TEST B: THE DIRECTION-OF-TRAVEL CONTACTORS LIFT, THE VARIABLE-SPEED DRIVE

UNIT PULSES WEAKLY OR NOT AT ALL.
Check:
- The voltage at pin (1X1:19) is 4.5 V with the accelerator idle and approaches @8.25 V at the end
of acceleration in the direction of the forks and towards @0.75 V in the direction of the tiller.
- The presence of negative voltage at pin (1X1:10).
- The presence of negative voltage at pin (1X1:12), the front safety contact of the tiller.
- The presence of battery voltage at pin (1X1:11).
TEST C: THE TRUCK TRAVELS AT LOW SPEED.
Check: - The signal from the speed sensor (0 V or 8.4 V) is present at pin (1X1:5).
- The speed-reduction option pins (1X1:16 and 18) are connected to the negative.
- The temperature of the variable-speed drive unit is below -40° or above 125°.
TEST D: THE TRUCK TRAVELS AT LOW SPEED AND THERE IS NO LBC BRAKING.
Check: - The signal from the speed sensor (0 V or 8.4 V) at pin (1X1:5).
TEST E: THE TRUCK HAS NO POWER.
Check: - The temperature of the variable-speed drive unit: 70° = 100% of maximum current.
Current reduces linearly to 40% of maximum at 100°.
TEST F: THE DIRECTION-OF-TRAVEL CONTACTORS LIFT AND DESCEND AGAIN

AFTER 4 SECONDS
Check: - Pin (1X1:22) (tiller microcontact) is connected to the negative with tiller in low position.
TEST G: THE TRUCK BRAKES ABRUPTLY

360ldc32.pm6
Check: - The braking diode between the power pins (2A1 and 3A1).
Section 5.6
TABLE OF FAULTS AS A FUNCTION OF OPEN-CIRCUITED CONDUCTORS AT THE 1X1 CONNECTOR
Wire open-circuit Operation Reset

at 1X1
1 The truck is inoperative: contactors do not lift Key
3 Forks direction: normal operation

Tiller direction: truck inoperative Valves
4 The truck operates normally
5 In both directions, the truck accelerates then travels

at low speed Key
6 The truck does not operate: the contactors flutter as soon

as the tiller is in operating position Key
8 The truck does not operate: the contactors flutter as soon

as the tiller is in operating position Key
10 The truck moves forward very slowly Key
14 The truck is inoperative: contactors do not lift Key
15 Forks direction: truck inoperative Valves

Tiller direction: normal operation
16 Truck speed is limited
18 Truck speed is limited
19 The truck is inoperative Key
20 The truck is inoperative Key
22 The truck operates for 4 seconds, then stops Valves
25 The truck is inoperative
S1 wire disconnected The truck is inoperative: contactors do not lift

S2 wire disconnected The contactors lift, no pulses
A1 wire disconnected The contactors lift and fall again after 5 seconds
A2 wire disconnected The contactors lift and fall again after 5 seconds
2A1 wire disconnected The contactors lift and fall again after 5 seconds
360ldc32.pm6
360ldc32.pm6
Page
(1) Linde: DC-check (2) 2 3 09 (3+) 31:2 65:3 52:5 (4+) X21:0 (5) (6+) T°:20° (7+)SPEED Lim1:3.0
To: aa/bb X22: 0 X11:1 X24:0 X15:0 Us:9,2V I:0A FORK:6.0 Lim2:3.0
Section
Type: LDC-AB-1 X20:0 X12:0 X18:0 X03:0 Uc:4,5V V:0 Driv:6.0 Walk:6.0
T 18 BR 360 X10:1 X23:0 X16:1 X02:0 S2:0 X:0% Butt:-> Ride:

22
5.6
(31) (61) (71+) Power
Ub:24,0V Istp:100A Accl:140
Clear errors=<CE> Um:24,0V Imax:50A Iboo:50
Ud:22,0V Ilbc:50A tlbc:..s
(72+)
menu 1: indicates whether unit recognizes truck Default: 1
menu 2: gives information about truck operation and any errors
menu 3: gives history of past errors (Default-<CE>

menu 31: enables past errors to be deleted
menu 4: gives information about digital input/output of main processor
menu 5: commands negative for direction-of-travel contactors
menu 6: gives information about analogue values of traction potentiometer (73)

menu 61: gives information about analogue values of traction motor
menu 7: gives information and enables regulation of various truck parameters Over: 6 to 8 Km:h
menu 71: gives information and enables regulation of various truck parameters
menu 72: resets parameters to factory settings
menu 73: regulation of overspeed (accessible if option enabled)

Section 5.6
FAULT-FINDING
with the LINDE Testmodul unit
USE OF THE TESTING UNIT FOR LDC VARIABLE-SPEED DRIVE UNIT
THE PROGRAMMING UNIT FOR THE LDC-A AND LDC-B VARIABLE-SPEED DRIVE UNITS
ENABLES THE FOLLOWING:
1 / - checking the regulation parameters of the variable-speed drive unit (menus 7 and 7.1)
2 / - changing the truck parameters (menus 7 and 7.1)
3 / - indication of real-time values of parameters (menus 6 and 6.1)
4 / - diagnosis and assistance with fault finding on the truck (menu 2).
STRUCTURE:
There are seven menus, some subdivided into submenus.
- menu 1 : identification of truck and variable-speed drive unit

- menu 2 : Status of commands and/or current error messages
- menu 3 : Past error messages
- menu 31 : Deletion of past error messages
- menu 4 : Status of card inputs
- menu 5 : Negative supply to contactors
- menu 6 : Check on operation of variable-speed drive unit
- menu 61 : Check on power section
- menu 7 : Regulation of the various speeds
- menu 71 : Adjustable parameters
- menu 72 : Reset to standard parameters
- menu 73 : Regulation of overspeed (accessible if option enabled)
USE OF Testmodul
- Connect the Testmodul to the variable-speed drive unit (pin 1X4 near the battery status indicator)
- Apply voltage to the truck
- Press the EIN button on the Testmodul
- The little red lamp starts to flash
KEY 1 Identification of truck and variable-speed drive unit
(1) Linde DC-check

To: aa/bb
Type: LDC-AB-1
T 18 BR 360
aa : Software version, 1st processor

bb : Software version, 2nd processor (e.g. 2.2)
360ldc32.pm6
T 18 : Truck model identified by encoding circuit (e.g. T18)

BR 360 : Truck identification number (e.g. 360)
Section 5.6
KEY 2 Status of commands and/or current error messages
(2) nn nn nn
nn : Number corresponding to a command and/or error message
IDENTIFICATION OF CAUSES OF FAULTS USING THE TERMINAL

Window <2> shows numbers corresponding to the actual reasons for the trucks malfunctioning. There
are two types:
- A certain configuration or sequence of input signals requires the truck to be immobilized, although
there is not necessarily an electrical fault. The numbers of these informational messages lie in the
range 0-19.
- An error detected in the cabling or the core of the variable-speed drive unit can also cause the truck to
be made safe. Depending on the seriousness of the error, the truck is immobilized or its operation is
restricted. The numbers of these error messages lie in the range 20-99.
It may be that the truck has intermittent, non-reproducible faults at the time of check by the repair
technician. To identify this type of fault, it is necessary to check the list of past faults shown in window
<3>. Each number has the number of occurrences of the fault associated with it (up to a limit of nine).
The list of errors may be deleted in window 31 with the CE key.
STATUS OF COMMANDS
01 Accelerator microcontact (1S2) closed before the variable-speed drive unit has voltage applied.
02 Tiller foot microcontact (1S4) open.
03 Accelerator microcontact (1S2) open.
04 Driver present pedal microcontact (1S9) open.
05 Speed-limiting microcontact (input 1X1:18) open.
06 Speed-limiting microcontact (input 1X1:16) open.
07 Temperature of power transistors over 70° (current limitation).
08 Rear safety contact of the tiller (1S3) open.
09 Guard-rail microcontacts (1S16, 1S17) incorrectly positioned.
12 Low-speed microcontacts at back rest (1S10, 1S11) open.
ERROR MESSAGES (20-99, displayed in <2> and <3>)

20-25 Problems with identification of truck by encoding circuit (1X1:4, 1X1:9)
26 Variable-speed drive unit not yet passed manufacturing test
27 Driver present pedal signal incompatible with truck type (1X1:10) not connected to
battery negative
28 Rear safety signal incompatible with trolley type (1X1:12) not connected to battery negative
29 Low-speed accompanied signal incompatible with trolley type (1X1:21) not connected to
battery negative
31 The signals of the potentiometer and the accelerator microcontact (1S2) are incompatible
32 One of the power wires to the accelerator microcontact is open-circuited
33 Supply voltage to the accelerator microcontact exceeds 11 V
34 Supply voltage to the accelerator microcontact is less than 8 V
35 Rear safety microcontact not validated (1X1:12) not connected to battery negative
36 Rear safety microcontact (1X1:11) not connected to battery negative
37 Signals commanding low speed at back rest (1X:21 and 24) incompatible
360ldc32.pm6
Section 5.6
41 Battery voltage exceeds 35 V or less than 12 V for at least 2 seconds

42 Voltage at inductor terminals too low or too high
43 Voltage at armature terminals too low or too high
44 Drain voltage incompatible with the applied duty cycle (X as a percentage)
45 Power block short-circuited
46 Inductor voltage is not zero, direction-of-travel contactors at rest
47 Armature voltage is not zero for a zero duty cycle (X = 0)
51 Supply to direction contactors: input (1X1:14) floating or coil open-circuited

52 Supply to direction contactors: input (1X1:14) floating or coil open-circuited
55 Supply to braking contactors: inputs (1X1:2 and 1X1:22) floating or coil open-circuited
56 Supply to braking contactors: inputs (1X1:2 and 1X1:22) floating or coil open-circuited
61 Zero-speed signal incompatible with armature voltage and inductor voltage

65 Detection of motor current too high by trigger command circuit
68 Temperature signal from power electronics clearly not validated
69 Temperature signal from power electronics excessive
70 Start-up failure at reaction test on 2nd processor due to error

71 Control of direction contactors inhibited by 2nd processor
72 More than 2-V difference in potentiometer signal levels read by the two processors
73 More than 20% difference in duty cycle ordered by the 1st and read by the 2nd processor
74 After 1 second, differences in the 0/1 input signal levels read by the two processors
75-76 Communication problem between the two processors
80-99 Operational error by 1st processor detected by 2nd processor
KEY 3 Past error messages
(3+) nn:N nn:N nn:N
See error messages 20-99.

nn : number corresponding to an informational or error message
N : number of occurrences of the error (limited to nine)
To delete the messages, proceed as follows:

-Press key 3, then key 1
-Press the CE key
All information is deleted from the memory.
KEY 3, THEN 1 Delete past error messages
(31)
Clear errors = <CE>

360ldc32.pm6
To delete all displayed information, press the CE key. The screen is cleared.
Section 5.6
KEY 4 Status of card inputs
(4) X 21: 0
X22 : 0 X11 : 1 X24 : 0
X20 : 0 X12 : 0 X18 : 1
X10 : 1 X23 : 0 X16 : 1
0 : contact open
1 : contact closed
The safety reversing input at the end of the tiller (1X1:12) is represented by the following convention:
0: contact closed at (-)

1: contact connected to (+)
?: contact open
The references X22, X20 etc. correspond to the pin numbers on the variable-speed drive unit
connector
1X1: 22 = 0 trolley blocked

= 1 trolley can operate
Mechanical brake, instantaneous stop to traction

Tiller foot contact 1S4 -> 360, 379
Tiller foot contact 1S4 and brake-release output -> 141, 365 AP
Tiller foot contact and electrical steering -> 372
Brake-release output -> 144 C, 377
Electrical steering contact -> 144 B, 140, 149
0 : braking
1 : brakes released
1X1: 20 = 0 truck blocked

= 1 truck can operate
Rest position of valves 1S2 -> Any model
0 : Rest position of input not connected

1 : Valve activated or input connected to battery positive
? : Input open

Dead mans pedal 1S9 -> 140, 141, 144, 149, 365 AP
Input connected to battery negative -> 360, 379, 372, 377 H
Tiller foot 1S4 for emergency stop -> 377 tiller
0 : No driver or input not connected

1 : Driver present or connection to battery negative

Power to reversing safety switch 1S3 -> 360, 141, 379, 372
360ldc32.pm6
Input connected to battery positive -> 140, 144, 377 H, 149
0 : Switch not powered or input not connected

1 : Switch powered (normal)
Section 5.6
1X1: 12 = 0 truck operates

= 1 REVERSING safety in action
REVERSING safety 1S3 -> 360, 141, 379, 372

Input directly connected to battery positive -> 140, 144, 377, 149
0 : Contact closed at battery negative or switch not operated (normal)

1 : Contact closed at battery positive or switch operated
? : Contact floating (default)
1X1: 23
Input connected to battery negative (REV safety inhibited) -> 140, 144, 377, 149
Input not connected (REV safety enabled) -> 360, 379, 372
Platform contact 1S15 -> 141, 365 AP
= 1 Platform connected or input not connected

= 0 Platform lowered or input connected to battery positive
1X1: 21
Input not connected -> 360, 140, 141, 144, 372, 379, 365 AP
-> 377, 149
= 1 Control not operated or input not connected

= 0 Control operated or input connected to battery negative
1X1: 24
Low speed (redundant input) -> 149, 377
Input not connected -> 360, 144; 140, 141, 372, 379, 365 AP
= 1 Control not operated or input not connected or guard rails retracted

= 0 Control operated or input connected to battery negative or guard rails extended
1X1: 18
Speed limitation to the Lim 1 value -> 377, 149
Programming in menu 7 -> 360, 144, 140, 379, 372
controlled by contact type 2S13
connected directly to battery negative
Right guard-rail contact -> 141, 365 AP
Dead mans pedal 1S9 -> 377
= 0 Limitation active or guard rails retracted or no driver present

= 1 Limitation not active or guard rails extended or driver present
1X1: 16
Speed limitation to the Lim 2 value
Programming in menu 7 -> Any model
controlled by contact type 2S13

inhibited directly to battery negative
= 0 Limitation active or input not connected
= 1 Limitation not active or input connected to battery negative
360ldc32.pm6
Section 5.6
KEY 5 Negative supply to contactors
(5)
X15 : 0
X03 : 0
X02 : 0
1X1 : 1 Steering contactor 1K11

0 : Contactor not powered
1 : Contactor powered
1X1 : 3 Steering contactor 1K12

1X1 : 2 Brake-release contactor

KEY 6 Check on operation of variable-speed drive unit
(6+) T : T° variator
Us : 9,2V + 0,5V I : 0A
Uc : 4,5V + 0,5V V : 0 -> 6 (or 8)
S2 : 0 X:0%
Us : Voltage at potentiometer terminals

Uc : Potential in volts at potentiometer wiper
S2 : Potential in volts reflecting the status of the valve switch at the processors
T : Temperature of variable-speed drive unit in °C
I : Motor current in amperes
V : Truck speed from 0 to 6 km/h (up to 8 km/h if option requested by customer)
X : Chopping duty cycle as a percentage
KEY 6, THEN 1 Check on the power section
(61)
Ub : 24,0V
Um : 24,0V
Ud : 22,0V X : 0%
Ub : Battery voltage
Um : Voltage at common point of inductor/armature
Ud : Voltage at transistor drain
360ldc32.pm6
X : Chopping duty cycle as a percentage

Section 5.6
REGULATION OF TRUCK PARAMETERS
To alter a setting:
- Use the ENTER key to place the cursor on the value to be changed.
- Press the + or - keys until the required value is shown.
KEY 7 Regulation of the various speeds
(7+) SPEED Lim1 : 3.0

Fork : 6.0 or 8.0 Lim2 : 3.0
Driv : 6.0 or 8.0 Walk : 6.0 or 8.0
Butt : -> Ride : ->
Fork: Maximum speed in direction of forks

Driv: Maximum speed in direction of tiller
Butt: Walking speed accompanied by driver, controlled at back rest
Lim1: Speed limit controlled by input 18
Lim2: Speed limit controlled by input 16
Note If both speed limitations are activated, the lower one is active.
Walk: Maximum speed accompanied by driver, controlled by valves
Ride: Maximum speed with driver aboard
KEY 7, THEN 1 Adjustable parameters
(71+)
Istp : 100A Accl: 140
Imax : 150A I boo : 50
I lbc : 50A t lbc : ...s
I stp : Maximum instantaneous current (then progressing towards Imax)

I max : Limit current
I lbc : LBC braking current
Adjust to 0 to suppress LBC braking
Accl : Slope of acceleration ramp as a percentage

I boo : Excess current due to BOOSTER effect
t lbc : Maximum duration of braking or free-wheeling before electromagnetic braking is activated, in
seconds
360ldc32.pm6
Section 5.6
KEY 7, THEN 2 Reset to standard parameters
(72+)
Default: 1
( Default- < CE > )
nn : 1 = factory setting
0 = factory setting changed
Pressing the CE key resets all truck parameters to the values set at the factory.
KEY 7, THEN 3 Regulation of overspeed (accessible if option enabled)
(73)
Over : 6 to 8 Km/h
Position the cursor on top of Over

Use the + and - keys until required value is displayed
Maximum speed: ->
VALUES DISPLAYED:
Parameters are expressed in the customary units:
- Speeds in km/h
- Currents in amperes
- The acceleration ramp in %/seconds
- The maximum duration of LBC braking in seconds
No indication following a designation implies maximum regime, no limitation active.
The values of parameters not relevant to the type of truck being considered are not displayed. These
values are replaced by ----- on the screen.
SWITCHING TESTMODUL OFF
Press the AUS button.

360ldc32.pm6
Section 5.6
360ldc32.pm6
Section 5.6
Ref. Description Position
1A1 LDC traction variable-speed drive unit 4-9, 12-26

1B1 Accelerator potentiometer 24-26
1B2 Motor speed sensor 6-7
4H1 Horn 30
1F1 Motor traction fuse 150 A 6
1F3 Control fuse 7,5 A 14
2F1 Pump motor fuse 100 A 10
G1 Battery 1
1K11 Steering contactor 5.8.17
1K12 Steering contactor 5.8.17
2K1 Pump contactor 10.37
1M1 Traction motor 6
2M1 Pump motor 10
6P2 Indicating hourmeter and battery limiter 36.40
S1 Switch key 14
1S21 Switch forward for starting LDC ( butterfly
valve ) 14
1S22 Switch travel for starting LDC ( butterfly
valve ) 15
1S3 Tiller rear safety switch 29
1S4 Tiller foot safety switch 15
2S6 Fork lowering switch 33
2S7 Fork raising switch 37
4S1 Horn switch control 30
1S8 Charger safety 14
X1 Battery socket 3
1X1 Variable-speed drive unit control circuit
connector
1X2 Speed sensor board circuit connector
1X3 Tiller board circuit connector
1X4 Connector for programming unit
1X5 Tiller-tiller head circuit connector
1X6 Connector for options
1X13 Encoding circuit connector
9X3 Connector for Cold store resistance
6X1 Indicating hourmeter and charge limiter
connector
2Y2 Lowering solenoid 33
Z1 Suppressor circuit 18.29.31.36
Z2 Suppressor diode 32.33
6P2 Indicating hourmeter and discharge limiter 38.39
Cold store option
R1CF Heating resistance ( truck ) 42

R2CF Heating resistance ( tiller ) 20
Integrated charger option
6H1 Charger display : V (green) battery charged 4

6H2 J (yellow) mains present 5
G2 Charger 1
Note 1 :
T16 : Encoding circuit ref. 360 365 01 00
T18 : Plug ( 1X13 : 2 and 4 connected ) ref. 360 380 05 02
T20 : Encoding circuit ref. 360 365 01 01
Note 2 :
T16 : No speed sensor on the motor
360ldc32.pm6
RD/YE
0.6
Rep Designation Position
YE/GN
L+
L+
16 1A1 Variateur de traction L.D.C. 4-9 , 12-26
1 F1 2 F1 1 F3
1B1 Potentiometre accelerateur 24-26
BK/GY
L+
1B2 Capteur vitesse moteur 6-7
4H1 Avertisseur 30
10 1F1 S1 1S8
1F1 Fusible moteur traction 150 A 6
BK/YE
1M1 1F3 Fusible commande 7,5 A 14
2F1 Fusible moteur pompe 100 A 10
S1
G1 Batterie 1
RD 1K11 Contacteur de direction 5,8,17
RD
16 1K12 Contacteur de direction 5,8,17
S2
X1
10 1K1
1X3 :4 2K1 Contacteur de pompe 10,37
RD 1M1 Moteur de traction 6
RD
1 1
1X5 :10
2M1 Moteur de pompe 10
6P2 Horametre ,indicateur limiteur de batterie 36,40
RD
1K11 1K12 S1 Cle de contact 14
2 1M1 2 2M1 1B1 1 S21 Switch AV mise en route LDC (papillons) 14
+ A1
( ferme au repos ) AV AR Z1 Z1 Z1 1 S22 Switch AR mise en route LDC (papillons) 15
A2
M M Z1 1 S3 Switch securite AR timon 29
10 10
1 S3 1 S4 Switch securite pied de timon 15
G1
RD
3
33
GN
:1 4S1 2S6 2S7
2S6 Switch commande descente fourches
RD
YE
3 9X3
1K12 1K11
1K11 1S21 1S22
R2 2S7 Switch commande montee fourches 37
- Nota 2 f
CF 4S1 Switch commande avertisseur 30
4 1 B2 4
1S8 Securite chargeur 14
- + 9X3 :2
X1 Prise batterie 3
1X5 :9 1X5 :7 :8
1X5 :1 :2 1X5 :3 1X1 Connecteur circuit commande variateur
:11 :14 :5 :6 1X5
1X2 Connecteur circuit platine-capteur vitesse
WH/BU
WH/RD
ROSE
RD/YE
WIH
OG
GY
BU
1X3 Connecteur circuit platine-timon
RD
YE
VT
BK
BK
Z2 Z2 1X4 Connecteur pour boitier de programmation
BK/GN
1X3 :5
1 K11 1 K12
1X5 Connecteur circuit timon-tete de timon
GY
YE
1X3 :11 :13 :1 :2 :3 1X3 :8 1X3 :7 1X3 :6

1X6 Connecteur pour options
X1
1X2 :3 :2 :1 YE 1X13 Connecteur circuit de codage
GY
f 9X3 Connecteur pour resistance C.F.
4A1 2A1 3A1 6X1 Connecteur horametre-indicateur limiteur
WH/BU
RD/WH
WH/BU
RD/GN
BK/RD
BK/GN
ROSE
de charge
WIH
OG
VT
1V51 1V6
GY
R1
BK
YE
RD
BU
f
CF 2Y2 Electro-valve descente 33
D
:6 :8 Z1 Circuit antiparasitage 18,29,31,36
:19
S 1A1 1X1 :5 :20 :14 :15 :3 :12 :11 :25
Z2 Diode antiparasitage 32,33
1A1 6P2 Horametre indicateur limiteur de decharge 38,39
1A1
L+
1X1 :1 :22 :16 :18 :9 :10 :4 :7 :13 Option Chambre Froide
f R1 CF Resistance de chauffage ( chariot ) 42

GN
R2 CF Resistance de chauffage ( timon ) 20

GN/BU
GY/BU
f
L- G2
BK
BK
1 2 3
1 1X3 :10
6H1 6H2 Option Chargeur incorpore
GN
V J
WH/YE
WH/YE
YE/BU
2K1 1X6 BK
:2 :1
BN
YE
GY
YE
Z2
2 6H1 Voyant chargeur : V (vert) batterie chargee 4
1X5 :13 2K1
6H2 J (jaune) presence secteur 5
1X13 :1 :2 :3 :4 1X4 :1 :2 :4 :3
G2 Chargeur 1
1X5 :12
GN
BK/WIH
RD/YE
RD
1S4
L- 16 Z2 Z2
Nota 1 Nota 1 :
BN
2Y2 6X1 :3 :7 :2
Boitier de
16 4H1
T16 : circuit de codage ref. 360 365 01 00
programmation 0000
1X5 :15 h T18 : bouchon ( 1 X 13 : 2 et 4 relies ) ref. 360 380 05 02
6 P2
T20 : circuit de codage ref. 360 365 01 01
1X5 :16
BN
f
6X1 :4 :5 :1 Nota 2 :
1X6 :4 :5 T16 : pas de capteur de vitesse sur le moteur
RD/BU
1X3 :15 1X3 :9
BK
BK
BK
GN
GN
BK
BK
BK
BK
BK
BK
L- L-
0.6 BK
f 19.08.99 MICHEAU Modification chambre froide 26119
RD/BU
26.06.96 TERRIE
GN
02.06.97 MOUSSERON
02.06.97 BLANCHARD
02.06.97 MARONNIER
02.06.97 MAROLLEAU
1 2 4 5 7 8 9 10 11 12 13 15 16 18 19 20 21 22 23 24 26 27 29 30 31 32 33 34 35 37 38 40 41 42
3 6 14 17 25 28 36 39 SCHEMA ELECTRIQUE
( Variateur L.D.C. )
Couleur Code Couleur Code
Noir
Blanc
BK
WH
Vert
Violet
GN
VT
360 802 01 18
Bleu BU Rouge RD
Orange OG Jaune YE
Marron BN Gris GY 3608020118sf1p

360 GB SM

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Maintenance/repair

Electric Pallet Truck

5 T 18 / T 20 - Type 360 electric pallet truck . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1

5.2 Drive - Transmission . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1

5.6 Electrical equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1

5.6 LDC Variable speed drive unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2

5.6 Measurements with respect to battery negative . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18

5.2 DRIVE - TRANSMISSION

5.2.1 DESCRIPTION OF THE HFD 80

DESCRIPTION OF THE REDUCING GEAR:

1 Reducing gears case 7 Cover

5.2.2 TECHNICAL CHARACTERISTICS

Type: HFD 80 .; HFD 80/1 ; HFD 80/2

Primary reduction ratio motor pulley/brake pulley (belt) : 11/3 = 3,7

Total reduction ratio: 76/3 = 25,33

5.2.3 NAME PLATE

First appearance of the reducing gear plate

5.2.4 CHARACTERISTICS OF NAME PLATES

5.2.5 CHANGES TO THE HFD 80 ON TYPE 360 TRUCKS

Year 1993 1994 1995

Type HFD 80 HFD 80 HFD 80

Year 1996 1997 1998

Type HFD 80 - 80/1 HFD 80/1 HFD 80/1

5.2.5.1 CHANGES TO THE HFD 80 ON TYPE 379 TRUCKS

Year 1995 1996 1997

Type HFD 80 HFD 80 - 80/1 - 80/2 HFD 80/2

Type HFD 80/2

5.2.6 DRIVE BELT

5.2.6.1 IDENTIFICATION OF HUTCHINSON BELT (FROM 06/98 ONWARDS)

On L 10 / L 12 type 379 stacking trucks a stronger drive belt is fitted.

5.2.6.2 FITTING THE HUTCHINSON DRIVE BELT

Estimated time for the operation:

Torque in Nm to HUTCHINSON BELT TENSIONS DIAGRAM

5.2.6.3 CHECKING THE TENSION OF THE OLD CONTINENTAL BELT

- Adjustment of the belt: 5 minutes.

CONTINENTAL BELT TENSIONS DIAGRAM

torque in Nm to be applied on (5)

tightener (4) notch

(1) new CONTINENTAL belt

5.2.7 BRAKING CONTROL

1 - tiller cam adjusting screw

5.2.7.1 CHECKING THE BRAKING

5.2.7.2 ADJUSTING THE BRAKE CONTROL LEVER (8)

- Undo the lock nut (7).

5.2.7.3 ADJUSTING THE TILLER BASE MICROSWITCH (5)

5.2.7.4 ADJUSTING THE POSITION OF THE CAM (2)

- Adjustment is carried out in the factory; in principle do not touch it.

Adjustment after dismantling:

Estimated time for the operation: 60 minutes.

Recommended tooling: - a 4 mm rod (Allen pin-drift).

CAUTION: powerful spring, perform this operation correctly.

5.2.8 DRUM BRAKE

5.2.8.1 CHECKING THE CONDITION OF THE BRAKE LININGS (FIG. 3)

Estimated time for the operation: 2 minutes.

Check on old model (without a deflector up to 02/98 - Fig. 1):

- Remove the belt cover (1).

- Remove the belt cover (1).

Min. thickness: about 1 mm

If the linings are greasy, it is necessary:

5.2.8.2 REPLACING THE BRAKE SHOES

- Remove the shoes (9).

5.2.8.3 REPLACING THE ENTRANCE SEAL

5.2.8.3.1 REPLACING THE ENTRANCE SEAL ON HFD 80 REDUCING GEAR

1 Reducing gears case 7 Cover

- Retighten the covers 14 self-tapping screws (6).

- The LINDE Testmodul unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 903 605 400

- If no LINDE Testmodul unit is available, then at least